The FM H-16-44 was a diesel-electric locomotive produced by Fairbanks-Morse from April 1950 – February 1963. The locomotive shared an identical platform and carbody with the predecessor Model FM H-15-44 (but not the FM H-20-44 end cab road switcher which used a different carbody and frame and a larger prime mover), and were equipped with the same eight-cylinder opposed piston engine that had been uprated to 1,600 horsepower (1,200 kW). The H-16-44 was configured in a B-B wheel arrangement, mounted atop a pair of two-axle AAR Type-B road trucks with all axles powered. In late 1950, the AAR trucks were almost exclusively replaced with the same units found on the company's "C-liner" locomotives.^[1]

FM H-16-44
Virginian Railway #36 in South Norfolk, Virginia.
Type and origin Power type Diesel-electric Builder Fairbanks-Morse Model H-16-44 Build date April 1950 – February 1963 Total produced 299
Specifications Configuration: ​  • AAR B-B  • UIC B′B′ Gauge 4 ft 8+1⁄2 in (1,435 mm) Length 51 ft 0 in (15.54 m) Loco weight 250,000 lb (113.4 tonnes) Prime mover FM 38D-8 1/8 Engine type Two-stroke diesel Aspiration Roots blower Displacement 8,295 cu in (135,930 cm3) Cylinders 8 (Opposed piston) Cylinder size 8.125 in × 10 in (206 mm × 254 mm) Transmission DC generator, DC traction motors Loco brake Straight air Train brakes Air
Performance figures Maximum speed 65 mph (105 km/h) Power output 1,600 hp (1.19 MW) Tractive effort 42,125 lbf (187.4 kN)
Career Locale North America

As with many of their F–M contemporaries, the H-16-44s produced through 1954 featured numerous Raymond Loewy design touches, in this case largely manifested in the form of sloping body lines and a noticeable protrusion in the long hood around the radiator shutters. Cab side window units include inoperable "half moon"-shaped panes, resulting in an oblong-shaped assembly. To reduce manufacturing costs, the curved window panes were eliminated from later models, and from 1953 onward the raised, elongated headlight mounting was omitted. Units built in the "Spartanized" fashion can be spotted by their straight ends, coupled with the lack of superfluous trim. Ventilation slots were added at the battery box to reduce the possibility of explosions. The final production phase, which commenced in March 1955, turned out units that most closely resembled the Fairbanks–Morse "Train Master" series.

209 were built for American railroads, 58 were manufactured from March 1955 – June 1957 by the Canadian Locomotive Company for use in Canada, and 32 units were exported to Mexico. Two intact examples of the H-16-44 are known to survive today: FNM (ex-CHP) 602 at the National Rail Museum in Puebla, Mexico, formerly displayed at the Chihuahua al Pacífico shops in Mexico, and ex-CHP 525 on display at Nuevo Casas Grandes in Chihuahua, Mexico. The shell of CHP 524 is on display as part of a memorial at Temoris, Mexico. Former Canadian Pacific 8554, that had been set aside for preservation by CP in the 1970's and was last the property of a Canadian railroad historical society, was scrapped in December 2023 after issues getting it transported off the property it was stored at.